Method of and apparatus for transporting refrigerated commodities



July 4, 1950 T. L. PECKINPAUGH 2,513,355

METHOD OF AND APPARATUS FOR TRANSPORTING REFRIGERATED COMMODITIES Filed March 20, 1947 12 Sheets-Sheet 1 THOMflS L. PECK/NPflL/GH.

T INVENTOR.

BY M H/T M.

4 T TORNEYS.

u y 1950 1'. PECKINPAUGH 2,513,355

METHOD OF AND APPARATUS FOR TRANSPORTING REF'RIGERATED COMMODITIES Filed March 20, 1947 12 Sheets-Sheet 2 9 THOMA S L PEC K INPA UGH.

/ N VEN TOE.

ATTORNEYS.

July 4, 1950 T. 1.. PECKINPAUGH 2,513,355 METHOD OF AND APPARATUS FOR TRANSPORTING REFRIGERATED COMMODITIES Filed March 20, 1947 12 Sheets-Sheet 3 THOMAS L PECKINPflL/GH.

IN VEN TOR.

July 4, 1950 'r. L. PECKINPAUGH 2,513,355

HETHOD OF AND APPARATUS FOR TRANSPORT-INC REFRIGERATED COMMODITIES Filed larch 20, 1947 12 Shee'ts-Sheet 5 as I67 THOMHS LPECKINPflUGH.

1Z9. 6 INVENTOR.

July 4, 1950 T. PECKINPAUGH 2,513,355

I METHOD OF AND APPARATUS FOR TRANSPORT-INC REFRIGERATED COMMODITIES Filed March 20, 1947 12 Sheets-Sheet 6 7 205 w I96 "?-2o\ 202 2:

THOMAS L. P ECK/NPflUGH.

IN V EN TOR.

July 4, 1950 'r. PECKINPAUGH um'aon OF AND APPARATUS FOR musroa'rmc REFRIGERATED couuonx'rms 12 Sheets-Sheet 7 Filed llarch 20, 1947 \ec, an

THOMflS L, PECKINWUGH.

IN VEN TOR.

ATTORNEYS y 1950 T. L. PECKINPAUGH 2,513,355

mamon OF AND APPARATUS FOR TRANSPORTING REFRIGERATED COMMODITIES 12 Sheets-Sheet 8 Filed March 20, 1947 M U m w w P L. S 4 m T mmvron. BY M HTTORNE Y5.

July 4, 1950 T. PECKINPAUGH 2,513,355

ummon OF AND APPARATUS FOR TRANSPORTING REFRIGERATED COMMODITIES Filed March 20, 1947 l2 Sheets-Sheet 9 r z B a a a d a; 2 .J

mom/1s L. PEC/(l/VPAUGH INVENTOR,

HTTORNEYS.

y 1950 T. L. PECKINPAUGH 2,513,355

METHOD OF AND APPARATUS FOR TRANSPORTING REFRIGERATED COMMODITIES iled March 20, 1947 12 Sheets-Sheet 10 THOMAS L PEC K INPHUGH.

IN V EN TOR.

H TTORNEYS.

L. PECKINPAUGH METHOD OF AND APPARATUS FOR TRANSPORTING July 4, 1950 T.

REFRIGERATED COMMODITIES i2 Sheets-Sheet 11 Filed March 20, 1947 THOMHS L, PECK/IVPQUG H.

IN VEN TOR.

HTTORNE YS.

July 4, 1950 T. L. PECKINPAUGH 2,513,355

us'mon OF AND APPARATUS FOR TRANSPORTING REFRIGERATED commonrrms Filed March 20, 1947 12 Sheets-Sheet 12 TI-KJMQS L PECKI/VP/QUGH,

IN V EN TOR.

ATTORNEYS.

Patented July 4, 1950 STATES PATE N1 OFFICE METHOD or AND APPARATUS FOR 'rmsroa'rmc asrmcsas'ren COMMODITIES UNITED to tion of Nevada Thomas Peckinpau'gh, Downey, Calif-,MOI'

Transit Freese, Inc., Reno, Nev., a corpora- Application March 20, 1947, Serial No. 735,898

25 Claims. 1 My invention pertains to a vehicle adapted to transport perishable commodities, more particularly cold, chilled, frozen or refrigerated commodities such as meats and other food products and to a method of loading and unloading a mobile vehicle to permit less than carload deliveries therefrom, without vitiating the refrigerated conditions within the vehicle.

With more particularity, my invention pertains, as to the apparatus, to a vehicle adapted to maintain within one portion thereof a quantity of perishable commodities kept under desired conditions of relatively low temperature and further adapted to permit withdrawal of increments of (or. Isa- 110) funnels through rapid delivering the meat from the wholesale warehouse vto the retail establishment be it store, hotel, restaurant, or the like. .In-heavily populated such commodities without markedly modifying 1 areas the volume of demand in normal times is the environment in which the remaining c'omsuch as to permit frequent, that is daily or even modities are maintained. more-often-than daily, deliveries from the whole- With more particularity my-invention pertains sale warehouse to a given individual retail esas to the method, to a method of loading perishtablishment. This is particularly true where'the able commodities into a mobi1e,primary-insulatdistances between .the retailer and wholesale ed chamber provided with a'movable insulated warehouse are nottoogreat. partition adapted to seal off the chamber so as There are many dimculties in thissystem of disto maintain a desired degree of refrigeration tribution which results in considerable spoilage therein, the loading being accomplished in such of meat during its initial shipment from the mamanner as to permit the withdrawal of selected jor slaughter houses and-packing plants and an increments of the commodities, the placing of even greater degree of spoilage-in the shipment such selected increments in an enclosed elevator from the wholesale warehouses to more remote which may be lowered to the ground or to any retail establishments. ln'some portions of the appropriate delivery level meanwhile, re-estabcountry the distribution sy t m virtually breaks lishing the insulating partition to seal off the pridown to the extent that it is difllcult, if not immary insulated chamber, thus permitting the repossible, for the ultimate consumer to obtain meat moval of the desired increment of commodities which has a flavor and freshness anywhere near from the elevator without destroying or vitiating approaching that obtainable by the more fortuthe desired refrigerating conditions of the renate consumer who happens to be. located in a maining commodities in the vehicle. center of population such as Kansas City or Chi- Due to geographical and economic factorsv percago adjacent a major slaughter house and packishable commodities and more particularly meats ing plant. Whatever has been said above with and other foods are generally shipped from the relation to meat applies in principle to other perfarm, ranch or other unit of production to a ishable commodities such as fresh vegetables or processing point. In the case of meat, for exam 40 frozen foods, and applies also regardless of the ple, the livestock moves to a slaughterhouse and manner in which such commodities are packed. processing centers; There are in the United I have observed that in the delivery of pe'rish- States a relatively few large slaughter houses able commodities, suchas meat, there are many and packing plants which handle the bulk of the fairly-widely-separated small communities whose meat marketed in this country. The larger of supply of such commodities can only be obtained such centers are located in the Midwest reasonby rail delivery, truck delivery, and very recently, ably adjacent the geographical center of this air freight or air express delivery. Many of these country. There are, however, other existing communities are too small to require, even slaughter houses and packing plants located adthrough all of the retail establishments in'a D jacent the Atlantic Seaboard and the Pacific Seaticular community, deliveries of as much as a carboard and to a certain extent adjacent some of load or truckload oi. a given perishable comthe more densely populated areas. In thickly modity or even acarload of a plurality of assorted populated areas reasonably close to such slaughperishable commodities. I have also observed ter houses and packing plants the delivery of meat 7 that while a fairly high standard of refrigeration to the ultimate individual consumer customarily g5 may be. obtained in modern refrigerated vehicles,

, and in its original refrigerated condition. The

opening of a refrigerated seal of such vehicles is invariably followed by a rise of temperature within the vehicle and generally followed by appreciable if not damaging loss of the refrigerated conditions therein. This disadvantage is not insuperable if the entire contents of refrigerated vehicles are to be unloaded and immediately transported to a, refrigerated storage warehouse. It is not insuperable as to the first increment of commodities withdrawn from the vehicle where a less than carload delivery is being made, but

" where less than carload delivery is being made the remaining commodities within the opened refrigerated vehicle invariably deteriorate. This deterioration is accentuated in direct proportion to the prevailing outside temperature and to the distance the vehicle has to travel between e discharge point on a less than carload trip.

My invention. contemplates the overcoming of such disadvantages everywhere throughout the United States but with greater emphasis on areas which are sparsely settled and which are characterized by relatively large distances between conditions which normally foster high spoilage and loss when deliveries are performed in the normal manner. Other objects and advantages of my invention will be apparent from the following description and with reference to the accompanying drawings.

Referring to the drawings, wherein like reference numerals pertain to like or similar elements, Figure 1 is a side-elevation of an embodiment of my invention as pertains to a mobile, trackless,

vehicle. This side elevation i in cross section and shows the interior of the vehicle with its over-all arrangement. Due to the limitations imposed'by the size of patent application drawings and the actual size of the vehicle many of the elements shown on Figure 1 are portrayed in outline rather than detail.

Figure 2 shows a perspective end view of the rear end of the vehicle with the rearmost partition or door partially opened so as to reveal the interior of the secondary compartment and elevator which constitutes an important feature of my invention.

Figure 3 shows a view very similar to Figure 2 but in which a different arrangement of doors has been provided. I

'centers of population. I contemplate utilization of my invention with even greater emphasis on such areas which, because of climatic conditions, are subject to periods of high temperature as, for instance, certain portions of southern California, Nevada, Arizona, New Mexico and Texas.

Figures 4a and 4b are a somewhat enlarged composite of the view shown in Figure 1. Both views show a side view in cross section of the interior of one form of'vehicle, Figure 4a representing the front 'end of the vehicle and Figure My invention is particularly concerned .with p a method of loading such perishable commodities for less than carload delivery and to a vehicle which will permit less than carload deliveries of perishable commodities while maintaining the unloaded commodities under satisfactory conditions of refrigeration and sanitation on a particular trip. I have mentioned sanitation, just above, because in some of the more arid areas and also in some of the highly industrialized areas considerable contamination, and damage, if not spoilage, of perishable commodities results from windborne dust, soot and similar contami-v nants, not to mention airborne bacteria, disease organisms and organisms which promote decomposition or fermentation, which may readily enter conventional refrigerated vehicles when opened for removal and delivery of commodities therefrom.

My invention, therefore, has for an object the provision of conditions which maintain the maximum desired refrigeration of perishable com-.

modities during transportation and delivery thereof and more particularly when such deliveries are in less than carload increments. A further important object of my invention is the provision of a method and means for handling perishable commodities, exemplified by meats and other food products, with maximum maintenance of refrigeration, maximum sanitation and protection and with a minimum opportunity for contact with sources of contamination.

Another important object of my invention is the provision of an apparatus and a method for' 4b representing the rearward end of the vehicle.

. These two sheets of drawings'are designed to be Figure 4b the elevator is shown in position while in Figure 5 the elevator has been removed.

' Figure 6 is a vertical cross sectional view showing in more detail theelevating mechanism .with

' the elevator in lowered position when viewed as sealing the partition door when in lowered position.

Figure 8 is a. detail of the combined Wooden and metal units which form the partition door.

Figure 9 is a detail of the method of assembling the metal links for construction of the partition door.

Figure 10 is a cross sectional detailed view of the gear and rack assembly utilized in controlling the movements of a partition door taken in cross section along the line I, I0 of Figure 7. It will be understood that Figure 10 is but a fragment of one end of such assembly and that the opposite, undisclosed end is formed of equivalent or identical counterparts.

Figure 11 is a cross sectional detail of the arrangement of elements used in sealing or unsealing the partition door.

Figure 12 is a side elevation partially in perspective and partially in cross section of the construction of that portion of the rear end of the vehicle which houses the elevator.

Figure 13 is a cross sectional fragmentary side elevation of the assembly for supporting and guiding the cross arms utilized in supporting perishable foods, such as meat, from adjacent the top of the vehicle. It will be understood with relation to Figure 13 that this figure illustrates but one end of the assembly shown and that the opposite end is constructed with equivalent or corresponding elements.

Figure 14 is a detail in perspective of a saddle or shoe which connects one of the hydraulic piston rods with an appropriate gear and rack assembly.

Figure 15 is a side elevation partially in cross section and broken to show but two transverse shafts and meat supporting hooks; preferably but not necessarily each unit as disclosed in Figure 15 contains four of the transverse shafts and each unit of four is provided with coupling means and stops in association therewith.

Figure 16 shows a fragment of one end of the supporting unit; the view being in cross section as taken along the line l6, l6 of Figure 15. It will be understood that the opposite end, undisclosed in Figure 16, contains corresponding or identical elements.

Figure 17 is a side elevational, detail view, in cross section, of a hydraulic actuating cylinder and associated rack and gear assembly.

Figure 18 is a detailed cross sectional view taken along the lines l8, I8 of Figure 1'7.

Figure 19 shows a detail of a latch utilized in the elevator to immobilize one of the transverse shaft meat-supporting units.

Figure 20 shows a cross section of this latch as viewed along the line 20, 20 of Figure 19 together combustion or diesel powered tractor. It is, however, within the contemplation of my invention to have my vehicle self-powered and provided with a customary front end suspension. In Fig- I ure 1, reference numeral i represents generally the insulated vehicle provided with roof 2, floor 2, front end 4 and rear end 5. Rear end 5 is adapted to be opened at will or closed at will by means of a suitable screen, or door, or door assembly 6. The main body of the vehicle is supported upon a chassis 8 which, in turn. is suitably supported by the necessary number of wheels 9 provided with suitable spring suspensions, not shown. Depending from the chassis and extending therebeneath at a suitable location and of a suitable size is' a compartment It, the purpose of which will hereinafter be .explained more in detail.

H is used to designate generally the interior of that portion of the vehicle utilized as a primary compartment and I2 designates a secondary or elevator compartment disposed at the rear of the vehicle and, as will be observed, covered over by an unbroken extension of the roof 2. The secondary compartment is suitably supported at each side thereof by a frame l3, representatively shown at 13 in Figure 1 (also Figure 4b) and shown in more detail in Figure 12. Not shown in Figure 1 but partially shown in Figures 2 and 3 are the sides of the vehicle 24, which, similar I to the roof, extend from the front 'of the vehicle tail in other figures of the drawings) for supportwith a restrainin spring utilized in conjunction therewith.

Figure 21 shows a detail of atrip utilized to uncouple a unit of transverse shafts when such unit has been moved into the elevator compartment.

Figure 22 shows in cross section a side elevational view of the relation of the latch disclosed in Figures 19 and 20 and the trip disclosed in Figure 21.

Figure 23 shows diagrammatically a side elevational view of the latching means utilized to move a train of coupled units of meat-supporting hooks from the forward portion of the ve-.

hicle toward the elevator compartment at the rear of the vehicle as well as in the opposite -.m ure 25 is a diagrammatic conventional arrangement of the valves and hydraulic system ing perishable commodities such as meat. Adjacent the bottom of the vehicle is an assembly l5 (shown in more detail in other figures of the drawings) for supporting a plurality of packaged containers for perishable commodities. The upper assembly support I4 is provided with a plurality of shafts which extend transversely across the interior of the vehicle and from each of which depend a plurality of hooks I from which perishable commodities such as sides or carcasses of meat [8 may be'suspended. Supported on the floor assembly I5 are a plurality of containers l9. Adapted to be interposed between the primary compartment II and secondary or elevator compartment I2 is a moveable door or partition 1 adapted to be elevated or lowered when motivated by a shaft 20 under the influence of the utilized in the operation of all hydraulically achydraulic unit 21. Disposed within the secondary compartment I2 is an elevator and removable case or enclosure 22, the floor of which, in conjunction with the secondary compartment side and base supports, closes oil" the bottom of the secondary compartment 12 when the elevator is in fully-elevated position. Some of the elements and particularly those adjacent the rear end of the vehicle heretofore described with relation to Figure 1 are'shown in greater detail in Figures 2 and 3 which show'in-partial perspective the outlines and appearance of the rear end of the vehicle when the elevator 22 has been lowered (in these views to rest on the ground) and the doors 6 opened so as to give access to the commodities disposed within the elevator. In the drawing shown in Figure 2 the door is a slat or roll type door or screen, the details of construction of which are well known and which may be made of metal or other material. In Figure 3 an alternate arrangement of doors is shown wherein a plurality of hinged doors, likewise referred to as 8, is utilized.

Referring now to Figures 4a and 4b, which as hereinabove stated are designed to be read compositely and when placed in juxtaposition, elements shown in conventional outline in Figure 1 are shown in more detail. The roof 2 is shown as formed in a 3-ply construction, an outer skin of metal 32, an inner lining of wood 34 and an intermediate ply shown representatively as 33. With reference to Figure 12 which shows the frame construction in greater detail it may be stated while discussing Figures 4a and 4b that the roof frame is actually formed of a series of horizontal channel members extending longitudinally and transversely so as to provide a frame and cross members which, in turn, are supported by vertical channel members. This metal skeleton is enclosed between the outer skin 32 and the wood lining 34 and all voids between the skin, lining and skeleton are filled with insulating material 33. The floor, front end, and sides of the vehicle are likewise so constructed, and insulated. Supported on the assembly I4 adjacent to but spaced from the roof I2, it being understood that I4 comprises a track disposed at each side of the vehicle and that each track is provided with suitable rollers or frictionless skids, is a series of commodity supporting units 35. As shown in Figures 4a and 41) these consist of a pair of longitudinally disposed frames crossed transversely by a plurality of preferably four, horizontally disposed shafts 36, each shaft being adapted to support one or more depending hooks I'I. Each of the units 35 is provided with coupling means 31 for coupling the unit to an adjacent unit 35. Adjacent the floor of the vehicle and supported on equivalent units I which is a track disposed at each side of the vehicle, the tracks being provided with suitable rollers or frictionless skids, is a plurality of analogous units 55, each adapted to support one or more containers I9 and each adapted to be coupled to an adjacent unit 55 by means of a coupler 51.

Through the influence of hydraulic pressure supplied by pipe 4I acting upon a hydraulic cylinder 42 the piston of which is operatively connected with a gear 43 and rack 44 there is provided means for moving all or a selected number of the coupled units 35 rearwardly or forwardly with respect to the vehicle. Similarly, under the influence of hydraulic pressure supplied by pipe 5I connected with hydraulic cylinder 52 the piston and shaft of which operativeiy connect with gear 53 and a rack 54 (not shown in Figure 4b) there is provided means for moving all or a selected number of the coupled units 55 rearwardly or forwardly with respect to the vehicle.

Within the compartment [0 is provided a vertical partition 39 and a plurality of supporting horizontal ledges 40 upon which may be placed spare or empty commodity-supporting units 35 or spare or empty containers I9. A suitable refrigerating unit may be disposed anywhere deemed desirable; that is, either at the front end of the vehicle, or beneath it, or within the compartment I0. Such refrigeration may be supplied by a refrigerant including ice or solid carbon dioxide or itmay contain a complete system for refrigeration by means of a compressor adapted to compress a fluid refrigerant and utilize the refrigerating effect of such system, all in a manner well known. Adjacent the rear end of the primary compartment II, as shown on Figure 4b is a hydraulic cylinder and associated connections 58. This hydraulic unit is provided for the compression of the door I when in lowered position to efiect sealing and insulation of the compartment II. Depending from the bottom of the elevator base 23 are one or more sets of wheels or castors provided to permit easy movement of the elevator when it is desired to remove it from the secondary compartment I2.

Referring now in detail to the construction of the forward portion of the vehicle and the arrangement of the elements therein, the commodity carriers are supported by a pair of tracks disposed adjacent the roof and secured to the side walls of the vehicle. The tracks comprise channel-shaped members the web portion 8| of each of which is bolted or riveted to a flange 82 which is, in turn, bolted or riveted to the side wall 24 of the vehicle. A plurality of rollers 03 having bearings 84 are supported on shafts 85 extending transversely and horizontally between the flange portions 82. The commodity carriers comprise frame members formed of pairs of I-beams 81, the lowermost flanges 88 of which rest upon the rollers 83. Opposed pairs of I- beam members 81 are connected by two or more shafts 36a, the ends of which are threaded. The shafts 36a extend through openings provided in the webs 89 of the I-beam members 81 and are secured thereto by pairs of lock nuts 90-90 which also serve to provide the proper spaced relationship between opposed I-beam members. Each shaft 36a is surrounded with a metal tube 9| which may be either circular or square in cross-section. The tubes 9| are mounted on split wooden fillers 92 which rotate on the shafts 36a and serve as bearings. A plurality of hooks H are suspended from the tubes 9| and are adapted to engage the latter frictionally. The uppermost surface of the upper flanges 93 of the I-beam members 81 are provided with lugs 94 which may be riveted or otherwise secured thereto. The lugs 94 on each of the I-beam members 81 are transversely aligned for reason more fully explained in the description of the means for moving said commodity carriers. The uppermost face of the lower flange 98 of each I-beam member remote with respect to the side wall of the vehicle is provided with a keeper 95. The keepers 95 are secured to the I-beams 81 adjacent the ends thereof normally positioned toward the front of the vehicle. A latch 96 having a cross-pin 9I welded thereto is secured to the uppermost face of the lower flange 08 of each I-beam 81 adjacent the side wall of the vehicle. The latches 96-96 on each I-beam member 81 are located at the ends thereof normally positioned toward the rear of the vehicle and are adapted to engage the keepers 95 on the adjoining commodity carrier thereby securing the carriers to one another.

The commodity carrier moving means which is adapted to advance or retract the carriers on the tracks I4 are preferably located within elongated recesses 98 formed in the side walls of the vehicle at the rear end of the vehicle and located immediately above the tracks I4. The recesses are lined with channel members 99 the lowermost faces of the upper flanges I00 of which are provided with racks IOI. Positioned within each lined recess is a hydraulic cylinder such as 42 containing a fluid operable piston I02 and a piston rod I03. The cylinder is internally threaded at each end and the end thereof adjacent the forward end of the track is provided with a head I04 which is tapped at I05 to admit an operating fluid from pipe H. The opposite end of the cylinder is provided with a head I06, a portion of which is shaped to conform with the lined recess and tapped at I01 to admit operating fluid to the other face of the piston. ings I08-I09 through which bolts H and III may extend to secure the hydraulic cylinder to the side wall of the vehicle. The piston rod I03 extends through the head I06 and a cap II2 which is secured 'to .the head I06 and adapted to compress a packing ring H3. The free end of the piston rod I03 is secured to a saddle II4 adapted to reciprocate in the lined recess. A gear I I5 is rotatably mounted on a stub shaft II6 between the fingers of the saddle. The gear 5 is adapted to engage the rack IOI in the lined recess. The stub shafts II6 are connected by a hollow shaft H1, and keyed thereto for the purpose of coordinating the movement of the carrier actuating means on each side wall. Upper and lower guides are formed by a slotted plate II8 secured to the side wall of the vehicle which is adapted to extend over a portion of the recess.

The stub shaft II6 upon which the gear H5 is mounted supports a lever II 9 provided with carrier lug engaging projections I20 and I2I and a trip I22. A gravity operated stop I23 is pivotally mounted on the bolt IIO extending through the head I06 of the hydraulic cylinder. Mounted on the side wall above the slotted plate H8 is a housing I24 having a spring I25 secured therein. A catch I26 is attached to the lowermost end of the spring I25 and is adapted for vertical movement within the housing I24. The leading edge I21 of the catch facing the forward end of the vehicle is vertical while the trailing edge I28 is beveled. A second similarly constructed catch I29 with its vertical leading edge I30 facing the rear of the vehicle and its beveled trailing edge I3I facing toward the front of the vehicle is also secured in a housing I32 containing a spring I33 to the side wall. The lever H9 is moved rearwardly by thehydraulic cylinder. As the trip I22 on the lever II9 meets the leading edge I21 of the catch I26 the lever II9 rotates until the projection I20 engages the carrier lug 94. Continued movement of the hydraulic cylinder ad vances the string of carriers toward the rear of the track and finally moves the end carrierv into the elevator. As the lever II9 passes the second catch I29it engages the bevelededge I3I thereof forcing the catch I29 upwardly. The end carrier is disengaged from the string by means hereinafter described and the piston rod I03 is then moved towards its original position. During this movement the trip I22 engages the leadingedge I30 ofthe second catch I29 which rotates the lever H9 until the projection I2I engages-the lug 94 of the carrier which moved into the. position formerly occupied by the carrier now in the elevator. The carrier which moved into position as described passed under the stop I23 The head I06 is provided with openof the vehicle is free to allow the rear opening of the main compartment of the vehicle to be closed by the door 'I.

The floor of the forward section of the vehicle is provided with channel-shaped tracks I5 corresponding to tracks I4 which are also provided with rollers I34 of the same or similar construction to those (83) mounted in the tracks I4. A string of collapsible containers mounted on I-beam skids constructed in the same or an equivalent manner to the I-beam frames 81 are supported by the rollers I34 in the tracks I5. The lowermost face I31 of the upper flange of each I-beam I36 is provided with keepers I38 similar to those (94) described in connection with the commodity carriers.

Levers I 39 generally similar to the lever IIS and likewise provided with keeper engaging projections MI and I42 and trips I43 are mounted on bolts I40 which are operatively connected with the piston head (not shown) of the piston of the hydraulic cylinder 52. Suitably attached to the lower flange of each I-beam I3'6 are housings I44 (only one of which is shown in Figure 24) which houses a spring I45 and trip I46. The leading or forward edge I41 of the trip I46 is vertical while the rear edge I48 of the trip I46 is beveled. Appropriately disposed at a position somewhat further toward the rear. of the vehicle is a second trip I49 the leading or front edge I5I of which is beveled and the rear edge I59 is vertical. The rearward movement of the piston of cylinder 52 will move the piston head and the associated bolt I40 whichpwill carry rearwardly the lever I39 until its trip I43 engages the leading edge of the catch I 46. Partial rotation of the lever I39 will ensue until its projection I 42 engages the forward edge of the keeper I38. Continued rearward movement will depress the spring I45 and the catch I46 and still further continued movement will depress'the catch I49. At this point the I-beam skid assembly I35 which is rearmost in the chain of coupled assemblies will have completely entered-the elevator 22 and will have become uncoupled as heretofore and hereafter described.

Thereafter, the direction of flow of the hy-' draulic fluid is reversed and under the influence of hydraulic pressure the piston of cylinder 52 is moved in a direction toward the front of the vehicle. This will carry with it the lever I39,

' it assumes a, position shown as C in Figure 24.

which was raised by the lug 94 on the carrier and then allowed to drop by gravity. The lever 0 having engaged the carrierlug 94 in its return now forces the entire string toward the forward end of the vehicle until the carrier lug 94 engages the stop I23. Upon completion of the foregoing cycle the space between the elevator compartment and the main compartment Thereafter, continued forward movement of the lever will depress the catch I49 and movement to the front will further continue until after lever I39 has passed over the forward edge I41 of catch I46. 'Movement ofthe lever will, because of the operative influence of the projection I4I against thekeeper I38, result in forward movement of the entire train'of skids I35. This movement will continue-until keeper I38 contacts the topmost and stop portion of lever I52. The function of lever I52 is the same as that of lever I23, it is generally disposed in a manner similar to that of I23 but it may require spring restraining means to insure its functioning in its elevated position for proper engagement of keeper I38. It should be understood that any spring employed should be so 'tensioned as to permit elevation of the lever when a keeper I38 is movedpast it from the front of the vehicle.

pressure.

cal side Walls of the vehicle. 1 and afflxed to the chassis of the vehicle on each With reference now to the partition I shown in Figure 4b as in the fully elevated position and shown in Figure l as in the fully lowered position, the details of this partition and its mode of operation will be understood by referring to Figures 7 to 11 inclusive, of the drawings. Partition I is formed of a series of hinged units I84. Each individual unit is formed of a wooden slat I85 afflxed to a metal plate I86 by means of suitable rivets or pins I81 in the metal plates. Each metal plate I86 is adapted to be coupled to the adjacent plate by means of hinge pins I89 in- 'serted in hinge slots in a well known manner. Aflixed to one edge of each wooden slat is a compressible insulating material which may be of rubber, felt or any other material which possesses the properties of compressibility and of acting as an insulating medium. The topmost or end unit I84 is bolted or otherwise suitably connected to an angle plate I96 in the end edges of which are drilled openings for a shaft I91 upon which a gear I98 is centered. The teeth of the gear coact with the teeth I99 of a rack plate 200 which is suitably'aflixed to the upper side wall of the vehicle. Extending beyond the gear I98 the end of the shaft I9! is housed in a block or saddle "I which is fully enclosed in a suitable track formed of a channel having an upper flange 202 and a lower flange 203. Adjacent the inward edges of the upper flange 202 is another angle 204 i which is connected to provide a cover for the block 20I and to restrain its movement within the track formed by the said track. A suitable cover 205 may be affixed to the angle 204 to depend over and cover the track formed as described above. Likewise within this track is installed a hydraulic cylinder 2| having a shaft 20, the end of which is fixedly attached to theblock 20I so as to impart motion to the block and its related gear under the influence of hydraulic The shaft I91 may'desirably .be a stub shaft to which is affixed, by a suitable pin, a hollow shaft extending over to the opposite side of the vehicle for connection with and simultaneous operation of an equivalent hydraulic cylinder and gear and rack assembly. Rearward movement of the shaft 20 of the piston is imparted to the door I causing it to move first in a horizontal direction then to slide over a suitable bearing block 64 the upper surface of which is curved to supply a smooth and relatively frictionless surface which will permit a change of direction of 90 in the direction of movementof the elements of the door 'I. On the lowermost slat of the door I is a somewhat larger insulating edges of each of the individual units I84, travel.

in their vertical movement within a recess formed by the channel 69, the outer flanges I94 of which extend inwardly a short distance from the verti- Adjacent the floor side thereof is hydraulic cylinder 58 the shaft of which 66 is connected with a link and collar 61 to a vertical shaft 68 which is provided with suitable bearing blocks and collars 69a all housed within the channel 69. Attached to the vertical shaft'68 at a desired number of places are cams I90 the surfaces of which contact with a pair of shoes I9l and I92. Vertically disposed adjacent these shoes is channel member I93 the side flanges of which embrace and restrain a suitable compressible insulating strip I0. The shoe I92 it against the flanges I94 and continued movement of the cam compresses the insulation so as to make a tight seal around the entire periphery of the door.

Within the elevator compartment and adjacent the roof of the elevator 22 in a, position to contact and stop the rearmost commodity-carrying shaft 36a (or I I6a) of a unit of such shafts is a plurality of latch or stop assemblies generally referred to as 206. Referring now to Figures 19 and 20 of the drawings the latch 206 hasa lower portion provided with beveled outside ears 201 and a. recessed portion 201a adapted to embrace and fit over the upper half of the shaft II6a. Integral with the lower portion of the latch are a pair of arms or fins 208 which are bored to accommodate a hinge bolt 209 and to cooperate with a pair of vertical suspended fins. Between the vertical fins 208 and supported in bores drilled therethrough is a shaft 2I I upon which is placed a thrust block H2 in one portion of which is counter sunk a suitable rod 2I3 which is capped with a cap or shoe H5 in order to restrain under some compression a coiled spring 2I4. The latches 206 are disposed with their major axes parallel to the major axes of the vehicle itself and are adapted to rotate around a pivot point within a plane transverse to the major axis of the vehicle. I

As the rearmost transverse meat-supporting shaft 36a. (or 611) moves to the rear of the elevator compartment, its rearmost edge meets the leading edge 201 of the catch 206, the beveled edge permitsthe catch 206 to be swung on its pivot shaft 209 and progressively to assume the first (leftr dotted position shown in Figure 20. This pivotal movement is opposed by spring 2 which tends to return the catch 206 to its normal position. The return to the normal position is accomplished when the transverse shaft II6a is centered under the catch 206 and nestled within the recess 201a between the two ears of the catch. It will be understood that a plurality of such catches 206 are disposed within the elevator compartment and the combined effect of the plurality of catches is to fix the transverse shaft against further horizontal movement. The catches may be released manually or may be forced into the uppermost neutral position (shown in the upper dotted lines on Figure 20) during loading operation of the vehicle.

After the unit of meat-supporting racks with the plurality of transverse shafts 36a has been located in the elevator compartment the partition door I will desirably be lowered and closed in order to seal off the main compartment of the vehicle prior to opening any doors leading into the elevator compartment. The coupling between each string of meat-supporting units will, as respects the rearmost unit and its next adjacent unit, prevent the lowering of the door I unless the units are uncoupled at this point. To provide an automatic uncoupling, lever 2I8 is pivotally supported on a, pivot shaft or bolt 2I'I disposed adjacent each roller track and immediately t0 the rear of the partition door 'I. Normally the lever 2I8 assumes a free vertical position as shown in Figure 22, but as the meat supporting unit moves toward the rear, the upper beveled surface 2l9 of the lever 2I8 is engaged by a stop 91 and rotated about pivot 2 .of the lever, meets a fixed stop 220 which prevents further rotation of the lever. Further rearward movement of the meat-supporting unit is accomplished only by a slight elevation of the rear end of the unit caused by the co-action between the beveled face 2I9 and the stop 91 which results in the uncoupling of the unit from the next most forward unit in the train. Separation of the uncoupled unit now firmly fixed within the elevator by virtue of the catches 206, from the balance of the train will follow when the hydraulic flow in cylinders 42 is reversed. This reverse flow imparts a forward motion to the entire train of coupled meat-supporting units to a point which will clear the path of the partition door 1 in the manner heretofore described. The uncoupled rearmost meat-supporting units will now be located in the elevator 22 in compartment I2 and in the position shown in Figures 43 and 22. Adjacent the top of Figure 22 are a pair of roll type curtains 2I6 to provide further insulating seal within the elevator. These curtains, which may be pulled down at will, provide protection and insulation for the contents of elevator 22 when it is detached from the compartment I2. Similar uncoupling levers with attendant stops are provided on the floor skid track to provide uncoupling of the rearmost container-supporting unit from the remainder of the floor train.

Referring now to Figures 5, 6 and 12 which show in more detail the elevator compartment I2 and the elevator lowering and elevating assembly, 8 is a fragment of the plates which comprise the vehicle chassis. Numeral I3 is a bracket, one of which extends rearwardly of the main chassis of the vehicle on each side of the elevator compartment and serves as a foundation for the side-wall of the elevator compartment. Disposed on the chassis and along each side edge of the floor of the primary compartment of the vehicle is a plate 223; and disposed along each side edge of the roof of the main compartment of the vehicle is an analogous plate 224. Roof plates 224 extend to the rear edge 24 of the elevator compartment. Plates 223 as extended by brackets I3 support blocks 223a. At spaced intervals vertical channel members 225 are suitably bolted or riveted to tie in plates 223 and 224 or 223a and 224 and to provide the vertical side wall framework of each side of the primary compartment and of the elevator compartment. Horizontal angle bars or channel members 226 are suitably bolted or riveted to provide the roof rafter framework for both the primary and elevator compartments. Analogous angles or channels 221 are horizontally disposed across the floor only of the primary compartment to provide the foundation for the floor of the vehicle, that is,

only the floor of the primary compartment. As heretofore described, the roof and sides of the vehicle are sheathed over with a metal skin 32 and the interstices or voids between the roof skeleton and the roof skin' (and the side wall skeleton and the side wall skin) are filled with insulating material 33. Supporting the bottom edges of the insulating material on the roof of the vehicle is an additional metal skin 34 and on the floor of a vehicle is a wood flooring. Vertically disposed at each side of the rear end of the primary compartment is a channel 228 whichprovides the housing for the side wall edges of the partition door I and its sealing mechanism heretofore described in detail. The rearmost flange of the channel 228 also provides a partial,

14 peripheral partition between the primary compartment and the elevator compartment. Likewise, vertically disposed at the rearmost corners on each side of the elevator compartment is another channel 229 which provides a recess or housing for hydraulic valves and hydraulic pipe linkages. Horizontally disposed within this vertical compartment formed by the channels 229 and lying transversely across the rear of the elevator compartment and adjacent the interior roof thereof, is another compartment 230 which may house the elevator compartment door 6 (when a roll type or screen type door is used) and which also houses the screen roll 46 upon which the roll door may be rolled up when in elevated position.

Disposed adjacent the interior and opposing flanges of the channels 229 and 228 on each side of the elevator compartment are racks I which cooperate with gears I68 which, in turn, are affixed on horizontal transverse shafts I69. The shafts I69 may be stub shafts which are suitably keyed or otherwise affixed to hollow tube shafts for initial adjustment and consequential adjusted rotation of each pair of gears on both sides of the chamber. The gears I68 and associated racks I80 function as centering tracks to permit free and uniform elevation or lowerin of the elevator frame. Supported by the shafts I69 by suitable collars I10 thereon is a frame I61 formed of four horizontal angle members which form a rectangular roof support frame for the elevator. Suitably disposed below the angle frames I61 are horizontal plates or bars I8I which are bolted or riveted to vertical angle members or plates I'61a so as to form a complete and integral elevator skeleton whichmay be lowered or elevated as a unit.

Adjacent each side wall of the elevator compartment and having their upper ends fixedly attached, as for example, to the roof plates 224, are two hydraulic cylinders I60, the shafts of which I1I are attached through collars I63 to a horizontal shaft I64. At each end of the horizontal shafts I 64 are provided gears I65 which mesh with and co-act with vertically disposed racks I66. The exterior ends of the shafts I64 are set into suitable bearings on the vertical plates I61a connecting roof members I61 and floor plates I8I of the elevator. Movement of the piston of the cylinder I60 is imparted to the shaft I64 and thence to the elevator framework formed by I61, I61a and I8I.

Supported by means of the lower ledge or plates I8I through the medium of a bar I82 which extends peripherally around the two sides and, if desired, the rear, is the elevator 22. This is the detachable enclosure which I have shown elsewhere in Figures 2 and 3 as being provided with casters or wheels. This elevator has aflixed to its roof the extensions of the track, the latching means 206 and the various supports for the roof ineat-supporting units 36 and the floor container units I9 heretofore described in more detail.

It is contemplated that the elevator 22 may be detached from the elevating framework formed by I61, I61a and I8I, and where desired, wheeled from my vehicle into the interior of the store or warehouse for transportation of the suspended meat and other commodities, without requiring manual lifting thereof, and delivered from the elevator 22 directly into a refrigerator in the store. After delivery of the meat and commodities removed from the elevator 22 it may be wheeled back, reinserted into the elevator framework and by reverse movement of the hydraulic cylinders I66 may be elevated to its upper suspended position.

I have shown in Figure 25, purely diagrammatically, the hydraulic control mechanism for the various hydraulic cylinders heretobefore described. Hydraulic pressure through a suitable conduit is applied at E through a check valve 252 and thence as desired to 4-way valves 248, 249, 250 and I, and also desirably to pilot valves 242, 243, 244, 245, 246 and 241. I prefer to locate pilot valve 242 on the outside rear of the vehicle at a convenient and readily accessible height from the ground. I prefer to mount pilot valves 243, 244, 245, 246 and 241 on an inside wall of the vehicle.

Pilot valve 242 controls the elevator valve system. Pilot valve 243 controls and is therefore connected with hydraulic cylinders I60 which are 3 utilized for raising or lowering the elevator. Pilot valve 244 controls and is therefore connected with hydraulic cylinders 58 which are utilized in actuating the sealing or releasing of door 1 when it has been placed in fully lowered position. Pilot valve 245 is connected to 4-way valve 250 and is preferably utilized to actuate hydraulic cylinders 2| for the purpose of raising or lowering door I. Pilot valve 245 should never be actuated except i when pilot valve 244 is open.

I supporting units 36. Similarly, pilot valve 241 is 1 connected to 4-way valve 248 for the actuating of hydraulic cylinder 52. This valve is actuated for extending and retracting cylinders 52 for the forward or rearward movement of the racks which support the pans I9. Pilot valves 246 and 241 should never be actuated unless door 1 is in its fully elevated position and pilot valves 244, 245, 246 and 241 are normally never operated when the elevator is in any position except the fully raised position.

All pilot valves and 4-way valves are connected by suitable pipe lines to a return line F at the extreme end of which is inserted a relief valve 253 which is adjusted for opening at a pressure somewhat in excess of that to keep the hydraulic system full of fluid. Check valve 252 and relief valve 253 operate to confine sufllcient fluid in the system until desired operation of one or more of the pilot valves is accomplished. The system is supplied with fluid maintained under desired pressure from a conventional pump motivated by the conventional power unit and connected thereto with flexible hose.

The operation of my vehicle in one illustrative embodiment is as follows: The vehicle, whether it be self-powered or a tractor-driven trailer, is backed up to a wholesale storage warehouse. Desirably through the medium of a corridor or tarpaulin, (or in some installations wherein a fixed corridor or vestibule would be provided), the elevator compartment door 6 being opened and the partition door 1 being opened to its fully elevated position, the interior of the vehicle would be cooled by direct connection with the interior of the warehouse. After the interior of the vehicle has been pre-cooled to the desired degree, it

is ready for loading. The most preliminary step of loading will vary depending with the extent of the auxiliary loading equipment installed at the warehouse. I contemplate that suitably supported rails enclosed in a fixed corridor or enclosed in a tarpaulin, or fabric corridor, will be provided at the warehouse, the ends of the rails being provided with extensions or couplings of the same general over-all construction as the roller skids hereinabove described as provided in my vehicle. With such fixed provision at the storage warehouse individual loading racks or units 36, each provided with the transverse shafts 36a and supported meat hooks l1 may be rolled directly from the storage warehouse through the corridor and into the elevator compartment of the vehicle. It will be understood, of course, that all catches and stops heretofore described as located within the vehicle will have been placed in elevated or neutral position, the partition door 1 will have been elevated to its uppermost position and the elevator will, of course, be in its up or topmost position. Carcasses or semicarcasses or sides or quarters of meat either frozen or chilled to the desired degree and having been impaled on the hooks l1 are then pushed along the auxiliary tracks in the warehouse into the elevator compartment and thence are pushed into the primary compartment of the vehicle.

I contemplate that each increment of suspended meat will be loaded into the vehicle in inverse order to the anticipated withdrawal of such increment. Thus, I anticipate that a schedule of deliveries from the truck will be arranged in advance of loading and the loading will be accomplished in inverse order of the deliveries on this schedule. That is to say, that order or increment which is to be last delivered will be the first loaded onto the vehicle and, therefore, will assume a position adjacent the'extreme front of the vehicle. The first anticipated delivery will be made of the last increment of meat loaded onto the vehicle and that increment will be sus-. pended on the meat-supporting unit which is located most nearly adjacent the rear of the primary compartment and, of course, most nearly adjacent the partition door 1. Stated slightly differently, the order of delivery will be last on, first oil or first on, last off.

I contemplate further that in addition to the suspended commodities which possess considerable bulk, other less bulky commodities such as frozen, chilled or cooled meat, or eggs, milk, fresh vegetables, frozen vegetables and, in fact, any commodity which it is desired to transport fresh or in a cold, chilled or frozen condition, may be packed as ordered in one or more of the collapsible containers I9. As in the case of the carcasses or sides of meat, the containers I9 will be loaded onto the floor track or skid units in inverse order to the anticipated withdrawal and delivery thereof. That is to say, first on, last off or last on, first off."

It will be apparent that if the meat-supporting units .or the container-supporting units have been rolled onto and into the primary compartment of the vehicle individually, each unit will be pushed or forced against the immediately adjacent forward unit sufliciently firmly to insure-the engagement of the coupling between the two units. Alternatively, the individual units may be coupled within the warehouse and rolled through the corridor into the vehicle as a complete train of coupled units. After the primary compartment of the vehicle has been fully loaded all stops and latches are changed from neutral to operative position and the partition door 1 is lowered to its lowermost position under the actuating influence of hydraulic cylinders 2|. Thereafter, 

